Watee and other engines



(NoModelJ 2 Sheets-Sheet 1.

F. MOREY.

WATER AND OTHER ENGINES. Q

Patente Dec. 28, 1886..

WITNESSES: I INVENTORi ATTORNEYS.

(No Model.) 2 Sheets-Sheet 2. P. F. MGR-BY.

WATER AND OTHER ENGINES.

No. 355,097,. Patented Dec. 28, 1886.

iw llu V/// WITNESSES eQW ATTORNEYS.

N, FEYERS. PtwlwLilbognpbcr. Wlihinginn, D. C.

. UNITED STATES PATENT OFFICE.

PARKER FARNSW'ORTH MOREY, OF PORTLAND, OREGON.

WATER OR'OTHER NGINE.

SPECIFICATION forming part of Letters Patent No. 355,097, dated December 28, 1886.

I Application filed September 20, 1886. Serial No. 213,032. (No model.)

To aZZ whom/jimmy concern:

Be it known that I, PARKER FARNSWORTH MOREY, of Portland, in the county of Multnomah and State of Oregon, have invented new and useful Improvements in Water and other Engines, of which the following is a full, clear, and exact description.

This invention, although not restricted to the use of anyone propelling agent, is more particularly intended to be applied to engines propelled by water under pressure, and will here be described accordingly.

In a water-engine it is important that the water should be admitted without restriction and be discharged without resistance. This result cannot be obtained by the use of the or dinary slide-valve or other valves in generaluse, which open and close gradually by the direct application of mechanical force, and if such mechanical action as derived from the engine be quickened it is done at the expense of much power, thereby detracting from the capability of the engine. To obviate this and to obtain a quick and positive action, I use a system of automaticallyoperating differential valves controlled by the action of a mechanically-actuated auxiliary valve, which takes but little power to work it, while the differential valves provide for admitting the water without restriction and for discharging it without resistancethat is, comparatively speaking and in connection with this system of valves I make the piston of the engine, which is a reciprocating one, also a differential one, and combine with it a general receiving-chamber, whereby all valves for directly controlling the supply and discharge of water to and from the smaller end of the piston are dispensed with, all substantially as hereinafter shown and described.

Reference is to be had to the accompanying drawings, forminga part of this specification,

.in which similarletters of reference indicate corresponding parts in all the figures. I

Figure 1 represents a partly-sectional plan of a water or other like engine embodying my invention; Fig. 2, apartly-sectional longitudinal elevation of the same upon the line 00 w in Fig. 1, and Fig. 3 a vertical transverse section upon the line 3 y in Fig. l.

A A indicate the cylinder of the engine, which is a reciprocating-piston one, and, as

here shown, occupies a horizontal postion, and B is a main or general water-receiver, upon or over which said cylinder is mounted. Water under pressure, as from a main or other source,

'is freely introduced at b to said receiver B,

differential piston within the enlarged and reduced portions A A of the cylinder. v

Arranged through the partition z, transversely of the engine-cylinder and through slots d d in the sides of the cylinder, is a shaft or cross-head pin, 6, carrying on its ends pitmen or connecting-rodsff, by which*rotary motion is communicated from the reciprocating piston by cranks y g to a main or enginedriving shaft, E. The water-receiver B, which is represented as seated upon the base-frame F of the engine, is in constant communication by a passage, h, with the smaller end, A,of the cylinder in front of the smaller end,D,of the piston, so that said end of the piston is always exposed to the full pressure of the water entering by the inlet 1), and it receives and returns the water to and from the front ofit without the direct agency of valves. On the other hand, the water is admitted to and exhausted from the large end, A, of the cylinder back of the larger end, D,

of the piston by the action of an automatic being in communication by passages Z m with 5 the auxiliary valve-chest O.

The inlet differential valve G controls the passage t" and an'inlet-aperture in the waterreceiver B, having a dip-tube, K, connected with it, whereby air collecting in the upper portion of the water receiver or reservoir B is prevented from escaping. The exhaust differential valve H controls the escape of the water passing from the larger end of the cylinder through the passage 70, cavity 0, and

aperture a int 0 and discharged by the outlet 9*.

L is the auxiliary valve arranged within the chest 0, and which may be a common D-slide one. This valve controls the passages l in, which lead to the top of the valve-chests I J, and an intermediate exhaust-passage, s. It is actuated by the engine through tappets a a on its red b and an arm, 0, connected with the piston of the engine and passing out through a longitudinal slot, (1, in the engine-cylinder. The engine may be reversed by simply changing the position of the valve-rod without any alteration of the tappets, and the speed of the engine may be regulated by the useof any ordinary governor-such as the Pickeringapplied to the exhaust-pipe of the auxiliary valve. Various mechanisms, however. may

be used for operating the auxiliary valve and different means for regulating the speed of.

, the engine.

The operation is as follows: The connection between the main and the engine having been established at b in the water-receiver B and w in the auxiliary valve-chest O, the valve L is first set or shifted to exhaust through the passages m and s the water from over thelarger end of the differential exhaust-valve H. This relieves pressure from the larger end, D,of the the back tappet a to reverse the auxiliary valve L, which opens the passage l to the exhaust s and the passage m to the pressure of the water in the chest 0. This causes the valve H to be closed andthe valve G to open,which admits water under pressure from the receiver B to the back or larger end of the engine-piston, that, by the superior area of its end D,

is then driven forward against the pressure on the smaller end of the piston, forcing the water in the smaller end ofthe enginecylinder back into the receiver and main, and to keep up the supply to the larger end of the cylinder. When the piston reachesthe end of the forward stroke, the arm 0 acts upon the forward tappet, a,to again reverse the Valve L, causing the valve G to close and the valve H to open, when the piston is driven backward, as before, by the pressure of the water on the smaller end of the piston, the larger end thereof being relieved of pressure, as hereinbefore described. This action is repeated indefinitely, keeping up a continuous reciprocating motion of the piston, the driving-pressure on the piston in both strokes being equal to that on the smaller end of the piston.

It will be seen that it is only the larger end of the cylinder that is controlled by the valves to distribute the supply of water to and discharge of water from the engine. Both valves G and H, which should be packed to prevent escape of water to the under sides of their largerheads, and may be provided with a suitable waste-outlet for any water thus passing them, as in the case of other differential valves, move simultaneously when opening and closing in reverse order, as deseribed,and their lift is made adjustable, to give the best results, by screw stop-pins o o in the covers of their chests I J.

By the use of the cross-head pin 0, tha passes through the piston, which is a trunk one, the necessity for a piston-rod is dispensed with,and friction consequently reduced and room economized. This rod may either be of square or round shape in transverse section, and the walls of the slots 41 d in the cylinder through which it works act as guides to it.

Any other fluid beside water and steam or other vapor or gas may be used for propelling the engine, if desired.

It will be understood that I make no claim in this application to matter shown in the application having as its Serial No. 213,116, to

the combination, with separate differential inlet and exhaust valves,of an auxiliary valve; to the combination, with one'and the same duct or branch'which conveysthe fluid to and from the ram, of a differential inlet-valve, a differential exhaust-valve, and an auxiliary valve, and to the combination of differential inlet and exhaust valves, valve-cylinders of differential diameters, and an auxiliary valve.

Having thus described my invention,what I claim as new, and desire to secure by Letters Patent, is-

1. The combination of the differential engine-piston, the differential engine-cylinder, and automatic differential pressure valves controlling the supply and discharge of the propelling agent to and from the engine, essentially as specified.

2. The combination of the water'or fluid receiver or supply-chamber B, the difi'erential cylinder A A, in free communication at its smaller end with said receiver, the differential inlet and outlet pressure valves G H,

adapted to control the supply and exhaust at valve L, adapted to control the operation of :30

the differential valves, substantially as described.

3. The combination of the propelling flnidreceiver or supply-chamber B, the differential cylinder A A, in free communication at vided with a cross-head pin or piece, 6, ar- 10 ranged to project through the slots d din the cylinder, substantially as and for the purposesherein set forth.

PARKER FARNSWORTH MOREY.

Witnesses:

GEO. M. CRANE, W. S. CHARLESTON. 

